Aerial ship



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- AERIAL SHIP.

No. 270,939; Patented Jan.23, 1883.

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AERIAL SHIP. No. 270,939. Patented Jan.23, 1883.

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AERIAL SHIP.

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E. F. FALGONNET.

AERIAL SHIP.

No. 270,939. Patented Jan-.23, 1883.

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AERIAL SHIP. No 270,939. Patented Jan.23,1883.

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UNITED STATES PATENT FFICE.

EUGENE E FALCONNET, OF NASHVILLE, TENNESSEE.

AERIAL SHIP.

SPECIFICATION forming part of Letters Patent No. 270,939, dated January23, 1883.

Application filed July 20, 1881. (No model.)

To all whom it may concern:

Be it known that I, EUGENE F.FALGONNET, a citizen of the United States,residing at Nashville, in .the county of Davidson and State ofTennessee, have invented certain new and useful Improvementsin AerialShips; and I do hereby declare the following to be a full, clear, andexact description of the inventioinsuch as will enable others skilled inthe art to which it appertains to make and use the same, reference beinghad to the accompanying drawings, and toletters or figures of referencemarked thereon, which form a part of this specification.

My invention relates to new and useful improvements in vessels foraerial navigation,

the same to be actuated, handled, and steered by machinery internallyarranged through extern all y-adj usted screws on the sides and stern,and, when required for steering purposes, forward; and it consists inconstructing a metal frame, properly and substantially secured at itsseveral intersections, in the form of two cylindrical cones, the largerends abutting against each other, or in the form of a cylinderterminating fore and aft in sharp conic ends, observing as betweenthecentralcylinder and the conic ends the proportion of as one is tothree, or as one is to six, and by inclosingthe whole, excepting theportion of the cabin which protrudes below, within a casing of thinmetal, silk, linen, canvas, or any other suitable material susceptibleof being made impervious to gas, air, 82.0.

It also consists in intersecting the conic ends and central cylinder bytransverse partitions of material impervious to gas, whereby the body ofthe vessel is'divided into gas cells or'chambers, engine, store,machinery, and

freight compartments, thus affording facilities for inflating andexhausting the gas-field, and providing living and business roomsseparated from the gas-field.

lt also consists in constructing an inclosed cabin partly within andpartly without the lower part of the vessels hull; also, in adjustingthe shaft which carries the after screw in brackets secured on the underside and without the rear portion of the hull; also, in adjusting onrevolving cylinders passing from within out through the sides of thevessel side revolving screws for raising, lowering, steering, andpropelling side screws, and in arranging within the vessel propulsivemachinery for actuating in their several planes the side, fore, andafter screws, all of which is more at large clearly shown and pointedout in the following specification and accompanying drawings.

Figure 1 is a side elevation of the skeleton of my vessel, showing theform of the central cylinder and conic ends, the substantial trussing atthe top and bottom, as well as the bracingstays, stanchions, girders,and several chords, the position of the side and after screws, togetherwith the extension of the lower chordsof the conicends, continuing tothe center, forming the lower support for the cabin. Fig. 2 isa plan ofthe same. Fig. 3 is a diminished side elevation of the same inclosedwithin the envelope. Fig. 4 is a longitudinal section of my ship,showing short central cylinder and small cabin extending below the linesof the end cones, also showing the bulkheads of the variousgas-compartments. Fig. 5 is a plan of the same. Fig. 6 isa cross-sectionof the same. Fig. 7 is a plan of a cabin. Fig. 8 is a side elevation ofa skeleton of my vessel with extended central cylinder and elongatedconic ends, showing the double trussing above and below the variouschords, braces, cross-braces, ties, and stays, the side raising,lowering, and propelling screws, the after steering and propellingscrew, and the forward steering screw, the bulk-heads dividing theseveral gas-compartments, the cabin, trussing, and stays, as well as theengine and store rooms. Fig. 9 is a plan of the same. Fig. 10 is avertical cross-section of the same, showing the side screws in theposition of lowering the vessel while propelling forward, also showingthe .cabin extending part of its depth below the lines proper of thecylinder.'

Fig. 11 is a longitudinal section of my vessel,

having ashort central cylinder and lengthened conic ends,showing thebulk-heads dividing the gas-field into sections, as well as separatingthe engine, freight, and store rooms from the gas-field, showing alsothe cabin protruding part of its depth below the cylinder to the chordsformed by the extension of the lower chords of the conic ends. Fig. 12is a plan of the same- Fig. 13 is a vertical crosssection of the same.Fig. 14 is a plan of a cabin, showing the outlooks. Fig. 15 is a sideelevation of my ship, showing the cabin protruding from within the hullpart of its depth below the hull, the double trussing, bracingties, andchords, also the after-screw in position. Fig. 16 is a side elevation ofa skeleton of my ship, having short cones fore and aft, or a cylinder ofproportionately greater diameter, showing heavy double trussing, thebraces, stays, chords, girders, and cabin-trussing, also the cabin madesharp fore and aft, and protruding from within the hull part of itsdepth below the keelson chord, showing also the after screw. Fig. 17 isa side elevation of the skeleton of my vessel, with a diminished centralbody, showing the location of a single set of side screws, an afterscrew, and forward steering-screw, the smoke-stack passing out upwardthrough the gas-field, and a cabin extending from within the hull partofits depth below the keelsonproper; alsothedouble trussing. Fig. 18 isa fragment of a plan of the same. Fig. 19 is a cross-section of thesame, showing the chimney for the smoke-stack passing outup through thegas-field, the double trussing bracing the chords and girders, the

- side screws adjusted in revolving cylinders,

passing from the inside out through the sides to a point clear of thesides of the vessel, together with thenecessary stays therefor, also thecabin protruding from within the vessel part of its depth below thekeelson. Fig. 20 is a side elevation of a fragment of one of the posts,showing the connections with the crossgirders. Fig. 21 is'an elevationof a stanchion or post, cross-girder, and rib. Fig. 22 is the elevationof a stanchion, post, or rib, showing the binding-rod, cross-girder, andforged brace. Fig. 23 is the same, showing the tension-brace and loops.Fig. 24 is the stanchion or post and cross-girder separated. Fig. 25 isthe double trussing for the machinery-room floor and girder-trussing.Fig. 26 is a trussing to sustain the cabin and other floors. Fig. 27 isthe plan of the cabin, showing lookout-galleries. Fig. 28 is a plan ofthe form of cabin and lookout-galleries. Fig. 29 is a plan of the cabinand bottom of the ship, looking up from below. Fig. 30 is a sideelevation of the aerial vessel tapering fore and aft from the centerwithin the envelope, showing but one set of side screws, and the cabinprotruding from within the hull part of its depth below the keelson.Fig. 31 isa side elevation ofmy vessel inclosed, carrying two sets ofside screws, showing the cabin protruding from within the hull part ofits depth below the keelson to the lower line of chords. Fig. 32 is across-section of the same, showing the extension-braces for the sidescrews, shafts, as well as the lateral braces, also the cabin extendingfrom within the vessel part of its depth below the keelson-chord,and thelateral braces, stays, and trussing for the same. Fig. 33 is a sideelevation of a group of vessels of various sizes, showing the relativeand comparative proportions of the several parts, as well as the cabin,built sharp fore and aft, and protruding from within the hull part ofitsdepth below the keelson. Fig. 34 is a side elevation of a similar group,showing an increased diameter in proportion to the length, the otherexternal features being similar to group 33.

Similar letters of reference indicate corresponding parts.

The general outline form of my vessel is a cylinder, 0, terminating foreand aft in elongated cylindrical cones A B, or tapering fore and aftfrom one common center. The cylinder and cones may be of any desireddiameter and length. Ido not confine myself within any prescribed limit,though I prefer that the length of the cone should be from as one is tothree to as one is to six, as may be required for heavy work or rapidflight. The same proportion should also be observed in relation to thecylinders, which proportion, when carefully observed, will givesufficient gas-field to enable the vessel. to readily acquireequilibrium in a floating condition, with ascertained weights, and givea longitudinal form easily handled and controlled by the mechanicalappliances arranged within the vessel for actuating the side and foreand aft screws for raising, lowering, propelling,and steering thevessel.

My vessel is constructed on one general frame, preferably ofsteeltubing, though channeled or T bars may be used, consisting of a topchord, D, extending from the extreme bow to the extreme stern, passingover the top of .the vessel and forming its upper outline. This chord Dis secured by its ends in nodes fore and aft, and strengthened in itsupper center by an extra double-bracing trnssing, D, and is stayed,supported, and braced by stanchions, ties, and braces, as shown. Thekeelson or bottom chord, E, of the same general shape,is secured by itsends in the nodes fore and aft, and passesfrom stem to stern, down underor on the lower line of the vessel, opposed to chord D,t'orming thetruebottom line thereof. Chord E is strengthened near the center byadoublebraced trussing, E, and is otherwise support ed by stanchions,braces, ties, and girders, as shown. Extending longitudinally throughthe center of the vessel, with the ends secured in the nodes fore andaft, lying perpendicularly below the top chord, D, is a third chord, F,which serves as the central longitudinal bracing-chord of the vessel. GG are chords of the same general shape as chords D and E, secured by theends in the nodes fore and aft, which pass along the sides of the vesselon a plane with chord F. These chords give the lateral diameter of thevessel, and I call them gunwales. WVithin and running parallel withchords G G is a similar set of chords, H H, secured by their ends inchord .13. These chords I call thwarts.

It will be observed that the chords D, E, F, and G G are all securedtogether by the ends fore and aft, and longitudinally support eachother, and that, together with the chords H H I, braces fff, 860.,trussing D and E, and

the longitudinally-arranged lateral ties and braces, they strengthen,tie, and sustain the vessel longitudinally, while the gunwales G G,

thwarts H H, chord F, cross-girders jjj, 850.,

brace, strengthen, and sustain the lateral diameter of the vessel, andthe dome-ridge D, chord F, keelson E, stanchions L L, &c.,chord l,trusses D E, ties fff,'bracesfff, 850., and stays ff"f strengthen andsupport the vertical diameter of the vessel.

It will also be observed that the braces ff, secured to the top andbottom of the stanchions I, are carried forward and rearward from thedirection of the center to the girders, gunwales, thwarts, chords D, E,and F, and, being secured at their several intersections, securely braceand tie the several parts together, while adding strength to each,Perpendicularly below chord F, with the ends secured in the upwardangles fore and aft of chord E, and passing longitudinally through thevessel, is chord I. This chord forms the base of the gas-field, the roofof the engine and freight rooms, and is secured to the stanchions L L,braces fff, 8250., and cross-girdersjjj. This chord is also braced andarranged to sustain the weight of the propulsive machinery.

In the' form of vessel having the extended cylinder 0 the lower chords,E, of the cones A B send forth an extending shoot, which continues downunder the vessel to a common center, d, below and immediately under thecenter of the vessel, forminga bracing-chord, E. This chord is thebottom supportingchord of the cabin, and I call it the false keelson.Intersecting and secured by the ends to chord E" is a light braceddouble trussing, J, which forms the supporting-base for the cabin-floor.v

Passing perpendicularly from the ridge chord D, and intersecting withchords F and 1 to the keelson-chord E, at intervals from stem to sternof the vessel, is a series of stanchlonsv or posts, L, which sustain thevertical diameter ot' the vessel. Through the center part of the vesselthese stanchions are continued down to and intersect with chord E. Thesestanchions or posts intersect the various chords, girders, braces, andtiesin their course, to which they are secured, and they may be oftubes, channel orT iron, and either single or in clusters, andstrengthened, stayed, stifl'ened, and tied by rods, braces, or cableswithin or among them, as well as being securely joined to the severalintersecting chords, girders, braces, 850.

Passing transversely through the vessel, on a plane with and secured togunwales G G, thwarts H H, center chord, F, stanchions or posts L,braces f, ties f, and stays f, at intervals from stem to stern, is aseries of cross girders or chords, jjj, &0.,Whl0h brace, strengthen, andsupport the lateral diameter of the vessel. Below chords j, on a planewith chord I, the c'eiling'of the engine and store rooms, is anotherseries of cross girders or chords, h h h, 8zc., which run horizontallyacross the vessel, adjusted at intervals from stem to stern. Thesechords strengthen and support the lower lateral diameter of the vessel,and furnish at the same time a support for the lower base of thegas-field anda ceiling for the engine, machinery, and store-rooms. Be-

low the chords h h h, 850., is a quadrangular horizontally-adjusteddouble-braced truss, E, involving the entire floor of the engine, store,freight, and machinery compartments, which also serves as a ceiling forthe cabin below. The trussing E is secured fore and aft to the lowerchords of the cones A B, and contributes to support the same. Theseveral parts are securely united and substantially fastened at theirseveral intersections, forming one substantial whole, and securelybraced, tied, and stayed by tension-braces t, forged braces g, andbinding-rods e, and double-braced trusses D. E, and J, andbracing-chords E.

The gas-field of the vessel is divided into cells or sub-sections bylateral gas-tight bulkheads 0 c 0, 8w, so that each section is separatefrom another, and an accident occurring to one cannot materially injureanother or reducethe gas required for buoyancy. The bulkheads 0 c c,8tc., are secured to the outside envelope, the girders, stanchions, andbraces,

ing or refilling any of the cells or chambers,

as occasion may demand. 7

The envelope (exterior cover S) of the vessel may be'of thin metalriveted and brazed to gether, or secured in any other substantialmanner, to make it both gas-tight and fireproof; or it may be'of silk,linen, canvas, or other suitable mareiial havingsufticient tensilestrength to sustain. the pressure and strain. The whole is then overlaidwith a substantial netting, T. That part of the envelope comprehendingthe engine, store, freight, and machincry rooms, as well as the upperportion of the cabin, is provided with windows, ventilators, doors, aswell as with deadeyes for the passage of chains, cables, 850., and inthe lower portion of the cabin is a trap or well for the passage of anelevator-car handled by cables arranged on asuitable drum within thevessel.

Passing up through the gas-field and out through the top part of theenvelope S from the furnaces within thevessel is a chimney or well forthe passage of the smoke-stack R, steam-pipes, exhaust-pipes, andfoul-air-escape pipes, the whole surrounded by a gastight and lire-proofand heat-repellent wall.

ICC

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Passing from the interior out through the sides of the vessel, on aplane with the trussing E, by which they are supported in suit-'Journaled in the outer end of the revolving cylinders N N, the axle atrightangles thereto, is a propeller-screw, O 0, used for raising,lowering, and propelling the vessel. The cylinders N N are made hollowfor the passage of belting or shafting from the actuating machinerywithin the vessel to the screws 0 O, and the screws 0 O are revolved ontheir axes through belting and vaults or shafting and gear-wheels, andthe position of the screws 0 '0 is changed by revolving cylinders N N intheir respective axes by machinery within the vessel.

Passing out through a point in the cone B, on a plane with trussing E,is an after revolving cylinder, N,journaled as well in bearings securedin the trussing E, the wall of the vessel, as in the brackets l l,secured on the lower side of the cone B. Revolving shalt r carries asteering and propelling screw, 0", arranged to revolve at right anglesto and parallel with the line of the cylinder N, the position of thisscrew being changed by a revolving bed adjusted in the outer end ofcylinder N, and it is revolved by internally-arranged machineryconnected therewith by shat'tings. The forward steering-screw isadjusted and actualed in the same manner as the after screw, though theforward screw, 0", may be dispensed -with.

In passing, it will not be amiss to say that the cylinders N N N andscrews 0 0 0 do not differ materially from the revolving cylinders andscrews used by Mr. A. L.Blackman and others in their aerial shipsheretofore patented.

Arranged within the vessel, below the gasfield proper, is motiveorpropulsive power connecting by suitable machinery with the severalrevolving cylinders, and externally-adjusted screws for separately orsimultaneously revolving the several cylinders and changing thepositions of the screws, as well as for actuating the screwsfor'raising, lowering, steering, or propelling the vessel-that is tosay, the several side screws have their hearings in the outer ends ofand at right angles to the line of the cylinders N N. When these screwsare working in one direction, and it becomes necessary to change theposition to work in another direction, it is necessary to revolve thecylinders N Nin their bearings. ltis also important that all the screwsused on the sides should travel in the same direction at the same timeto avoid throwing the vessel off her keeleitherla-terallyorlongitudinally. Thisinvolves revolving all of the sidecylinders, N N, at one time. To accomplish this I provideinternallyarranged machinery connected with the inner ends of thecylinders N N, whereby they are simultaneously revolved in the samedirection.

The cabin M occupies the extremelowerpart of the vessel, and isconstructed on a protruding metal frame extending as low down as thelowest point of the chord E, by which it is stayed and partly supported.The fore and after parts of the cabin are made short to avoidresistance, and these ends b I) extend below chord E. The floor of thecabin is sustained by a braced double truss, J, which is secured to thefoot of the stanchions L, extending down below the keelson E, whichpasses through the interior of thecabin,so that the cabin extends fromwithin the hull of the vessel to the trussing J. The outer casing of thecabin may be of any light material, and may be made as graceful andornate as the upper cabin of a vessel. The outer walls of the cabin,which protrude below the hull of the vessel proper, are

provided with windows, doors, and other means 7 of ventilation andlight, and the inner portion of the cabin is divided into saloons andstaterooms. From various portions of the cabin I protrude bow-windows orpoints of observation or outlooks a a cut, constructed in such a manneras to permit observation upward, downward, or in any other direction.The advantage of constructing the cabin at this point is obvious: First,it is removed from thegas,is out of the way of the dirt, heat, smoke,and annoyance ot' the engines; second, it can the more readily belighted and ventilated; third, it is removed from the obnoxious closeair which accumulatesin cabins constructed wholly within the hull ofaerial vessels; fourth, it is always in a lower altitude than any otherpart of the vessel; and, fifth, the weight can be materially reduced'andmore space given up for the gas-field. A cabin so constructed is moreaccessible to passengers, and furnishes better facilities forobservation.

The trussing 1), E, and J differ but little,

if any, from the trussing used in bridging.

Hence I claim nothing in the way of invention forthe truss beyond theapplication thereof to the construction of frames for aerial vessels.

Having now fully described my device, what I esteem as novel, and seekto protect by Letters Patent, is-

1. In vessels for aerial navigation, constructed on one general lrame ofmetal, secured at the several intersections thereof, in cylindricalform, terminating fore and aft in long cylindrical cones made sharp atthe extreme ends, the whole thoroughly trussed, braced, and stayed, andinclosed within one envelope or cover of metal or other suitablematerial made impervious to gas and air, and lire and water proof, anddivided into a hull and gasfield, a hull divided into engine, freight,store, and business rooms, and a cabin, the latter extending from withinthe hull part of its depth below the keelson proper, and provided withdoors, windows, and ventilators in the outer walls, as well as withbow-windows for observation, substantially as shown and described.

2. In vessels for aerial navigation, constructed in cylindrical form,terminating fore and aft in long cylindrical cones made sharp at theextreme ends, one general frame of metal, strengthened by double-bracedtrusses D, E, and J, above and below, in the middle of or IIS amidshipsthe vessel,and otherwise securely braced, stayed,and tied, substantiallyas shown and described. I

3. In vessels for aerial navigation, constructed in cylindrical form,terminating fore and aft in long cylindrical cones made sharp at theextreme ends, and inclosed in one envelope or cover of metal or othersuitable material made air and gas tight and fire and water proof, onegeneral frame of metal, thoroughly braced, stayed, and tied, the wholesecured at the several intersections,and strengthened amidships,

above and below, by double-braced trussings- D, E, and J, substantiallyas shown and described.

4. In vessels for aerial navigation, constructed in cylindrical form,terminating fore and aft in long cylindrical cones made sharp at theextreme ends, within one envelope or cover of metal or other suitablematerial made air and gas tight and fire and water proof, one generalframe of metal, as shown, the whole thoroughly braced, stayed, and tied,and all secured at their several intersections, and strengthenedamidships, above and below, by double-braced trussings, and providedwith a projecting thoroughly-braced frame for the lower portion of acabin, the same being strengthened by a lighter double-braced trussing,substantiallyas shown and described.

5. In vessels for aerial navigation, constructed in cylindrical form,terminating in cylindrical cones made sharp fore and aft, within oneenvelope or cover of metal or other suitable material rendered air andgas tight and fire and water proof, one general metal frame secured atits intersections and thoroughly braced, stayed, and tied, andstrengthened by double-braced trussin g amidships,divided into hull andgas-field, the hull divided by fireproof and gas-tight bulk-heads intostore, freight, business, and engine rooms, and a cabin extending fromwithin the hull partly below the keelson E, and the gas-fieldtransversely intersected by fire, gas, and air proof bulk-heads,substantially as shown and described.

6. In vessels for aerial navigation, constructed on one general frame ofmetal secured at the several intersections thereof and strengthintostore, freight, engine, and other business rooms, as well as a cabin, byfire-proof and gastight bulk-heads, the cabin being partly within andpartly protruding below the hull of the vessel, and provided'with doors,windows, ventilators, bow-windows, and a passenger-elevator forreceiving and landing passengers when in mid-air, and internallyarranged into saloons and state rooms, substantially as shown anddescribed.

7. 1n vessels for aerial navigation,constructed in cylindrical form,terminating in long cylindricalcones within one envelope of metal orother snitablematerial rendered gas-tight and fire-proof, provided witha chimney passing from the interior through the body and out through thetop, ageneral frame of metal secured at its several intersections,thoroughly braced, stayed, and tied, and strengthened by double-bracedtrussin g amidships, above and below, and internally divided into agas-field and bull, the gas-field divided into sections by gas and fireproof bulk-heads provided with exhaust and supply pipes and man-holesand traps, and the hulldivided into store, freight, engine, and otherbusiness rooms and a cabin by gas and fire proof bulkheads, the cabinextending from within the vessel .part of its depth below the hull, andstrengthened by double-braced trussing J and chord E, and inclosed witha light material, and provided with windows, doors, ventilators,bow-windows, an elevator, and internally arranged into saloons andstate-rooms, substantially as shown and described.

8. In vessels for aerial navigation, constructed in cylindrical form, asshown, within one envelope and on one general frame of metal, the saidframe comprising dome-ridge D, keelson E, chords F G H I, girdersj,posts L, and braces f, tension-bracesv 'i, forged braces g, binding-rodse, trussings D E J, and lower chord, E, the whole secured at theirseveral intersections, the whole divided internally into gas-field andhull, as specified, internally-arranged actuating machinery for handlingand propelling, externally-arranged reversible side and forward andafter screws journaled in revolving shafts which pass from within thevessel out beyond the vessel, for raising, lowering, propelling, andsteering such vessels, substantially as shown and described.

9. In combination, chord E, trussing J, keelson E, trussing E,stanchions L, and the general bracing shown, forming the frame andsupport of cabin M, which extends from within the hull to partly belowthe keelson of the vessel, and is made sharp fore and aft and incased ina suitable envelope provided with windows, doors, ventilators, andbow-windows for observation, as well as the supporting basis of theengine, store, freight, and business rooms within the vessel, in vesselsfor aerial navigation, substantially as shown and described.

In testimony WhereofI affix my signature in presence of two witnesses.

EUGENE F. FALOONNET..

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